Big Changes Provide New Ammunition In The Battle Against Accord And Camry

Japan's second-largest automaker has experienced some tumultuous times of late, culminating in its being taken over by France's Renault SA. But despite the formidable long-term challenges Nissan still faces, a rich bounty of all-new or heavily revised product for the 2000 model year should bode well for its short-term competitive position here in the U.S. One of the most critical launches involves the new Maxima, due at dealers this summer. While retaining the current car's basic platform engineering, visually and mechanically, it's undergone numerous substantive changes and upgrades.

Wrapped in clean-sheet bodywork penned at Nissan Design International in La Jolla, California, the 2000 Maxima definitely exudes a higher profile than its predecessor. However, an elevated visual index doesn't always ensure market success in this segment. The Maxima's reshaped forequarters definitely fare best, thanks to a bolder grille and front fascia coupled with more aggressive fender flaring. It's the rear that raises some question, particularly the highly styled taillamp treatment on the sport-oriented SE model. Where NDI President and inveterate mold-breaker Jerry Hirshberg characterizes the Maxima's overall look as "bold," we felt "controversial" a more apt descriptor. Time-and the buying public-will tell whose view prevails. The Maxima does gain considerably in profile view, though. Its lower nose, higher tail, and faster windshield angle adds to the basic wedge look and trims its coefficient of drag to a respectable 0.31 on the SE, 0.32 on the GXE and GLE models.It's far harder to fault the wholesale changes NDI wrought on the new Maxima's interior. A 2.0-inch wheelbase stretch-to 108.3 inches-contributes to a 2.7-cubic-foot gain in passenger compartment volume and palpably improved rear legroom. Plusher and more supportive front buckets are complemented by a handy 60/40 split/folding seatback on the rear bench. Nissan also turned the general level of appointments up a notch, and the Maxima's roster of standards now includes air conditioning, a full array of power assists, cruise control, tilt steering column, remote keyless entry, and front/rear 12V accessory power outlets. Our SE test car also carried the Comfort and Convenience Package (sunroof, power driver's seat, HomeLink system), leather upholstery, and premium Bose sound system as options. One detail note: The SE's unique gauges now wear a satin titanium finish in place of their previous white faces.

Comprehensive revisions to the existing suspension were made in an attempt to bolster the Maxima's already solid dynamic characteristics. Although the basic hardware carries over MacPherson struts up front and Nissan's Multi-Link Beam rear axle, bigger anti-roll bars, larger, softer bushings, and a repositioned transverse control link help refine the car's overall character. A smaller, lighter, engine-speed-sensitive rack-and-pinion power steering unit brings more feel with less kickback, while sufficient stopping power to haul this 3199-pound sedan from 60 to zero mph in 128 feet is supplied by vented disc/solid disc binders with standard anti-lock. Although Nissan added 255/50VR17 all-season tires to the 2000 SE's option list, our early-build car arrived wearing standard-issue 215/55HR16 rubber.Track testing the latest Maxima produced mixed results. A 62.0-mph sprint through our slalom and 0.80g skidpad best failed to match hard numbers generated by the last SE we ran, and the new sport Maxima proved a serious handful when confronted with extreme trailing throttle/brake/steering inputs. However, in less frenetic, real-world flogging, it was far happier. Back-to-back driving with a comparable '99 confirmed a tangible gain in comfort and controllability, particularly over rough, uneven road surfaces. And while it may not qualify as the ultimate sport sedan, the new SE felt right at home on one of our favorite twisty backroad venues.